Vaporizing device for crude-oil explosive-engines



H. E. A. RAABE. VAPORIZING DEVICE FOR CRUDE OIL EXPLDSIVE ENGINES. APPLICATION FILED MAY I. I914.

Patented Feb. 3, 1920.

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HENRY E. A. RAABE, OF JERSEY CITY, NEW JERSEY.

VAPORIZING DEVICE FOR CRUDE-OIL EXPLOSIVE-EN'GIN ES.

Application filed May 1, 1914.

To all whom it may concern Be it known that I, HENRY E. A. RAABE, a citizen of the United States, residing at Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Vaporizing Devices for Crude-Oil Explosive-Em gines, of which the following is a specification.

One object of my invention is to provide means for preheating each charge of the fuel just before it is sprayed into the combustion chamber.

' Another object of my invention is to provide a spraying a paratus in which all of the oil fuel is bro en up into a fine-spray, so as to prevent any fuel from reaching the combustion chamber in liquid form, and which also will act as a starting valve for the engine.

My invention relates chiefly to such engines as described in my application for Letters Patent, Serial Number 214,503, filed June 28th, 1901, and Patent Number 1,211,231, issued Jan. 2, 1917.

The invention will be fully described hereinafter, and the features of novelty pointed out inthc claims.

Reference is to be had to the accompanying drawings, forming part of this specification, in which similar characters of reference indicate corresponding parts in the figures, in which Figure 1 is a sectional elevation of the apparatus as applied in actual practice, while Fig. 2 is an inverted plan view of the valve seat showing the auxiliary air channels, In Fig. 3 the valve is shown ready to deliver a charge to the combustion chamber but without the auxiliary air channels; and Fig. 4: shows the valve open; and making clear the purpose of the auxiliary air channels.

In Fig. 1, is the cylinder head of the engine, provided with the usual water jacket space 11. Separated from this water jacket by the circular wall 12 is the chamber 13, which forms a retainer for the retort 14, and is lined with suitable heat resisting material 15, to prevent the heat from escaping to the jacket water as much as possible. The retort 14 is held in place by the valve body 16, which latter is bolted to the cylinder head casting by means of studs and nuts 17 forming gas tight joints.

Afiits' lower end the valve body is machined to form the valve seat 18 shaped so Specification of Letters Patent.

Patented Feb. 3, 1920.

Serial No. 835,638.

as to allow the valve 19 to seat gas tight.

The upper end of thevalve stem is connected to the air dash pot 20, which is free to move in conjunction with the valve, and forms a sliding fit on the stationary dash plunger 21. The upper part of the valve body forms a cup 22, surrounding the dash 24 through the groove 25, cut into the valve stem.

The groove 25 is cut at an angle with the center line of the valve stem, to prevent its wearing a ridge in the valve stem guide. Due to this angle of thegroove the valve also receives a rotary impulse before reseating after each opening, due to the air rushing to the dash pot chamber through this groove. I

The channel 2 6 and tube- 27 connect the interior of the dash pot chamber with a suitable controlling valve as shown in Fig. 1 of application Ser. No. 850,213, which cuts oil? communication with the atmosphere in order to allow the pressure in the dash pot chamber to rise so as to hold the valve to its seat, and which is opened by a valve mechanism on an engine when the dash pot chamber must be relieved of its pressure so as to allow the valve to open.

The valve chamber 24 is in communication with a compressed air receiver by means of the tube 28. This receiver has been fully described and referred to in my Patent 1.211231, issued Jan. 2, 1917, and therefore is not shown on the drawing; the tube 28 in the present application corresponds with the pipe 36 in-the above referred to application.

The valve seat 18 is pierced by a number of small channels 29 which terminate in the valve chamber 24, but have no direct communication with the annular channel 30, which latter is formed by the raised lip 31 and the bushing 32 surrounding the valve opening, nor are they in direct communication with. the oil channel 33 which connects the annular channel 30 with the oil tube 34.

The oil tube 34 corresponds with the tube 32' referred to in my Patent Number 1,211,231, Jan. 2, 1917, and connects with the oil pump shown in the drawing'of said patent.

The tubular channel 35 leading to the chamber 13 is lined with heat resisting material and serves the purpose .of directing the flame of 'a blow torch to the retort 1t,

while channel 38 is a vent which permits the products of combustion of the blow torch flame to escape.

37 is a 'bafiie plate attached to the retort 14 for directing part of the scavenging air into the retort, as indicated by the arrows.

The operation is as follows:

The valve chamber 2 1 is filled with compressed air from a receiver through the tube 28, and while'the controlling valve, connecting with the tube 27, is closed the com-.

pressed air, exerting its pressure uponthe dash pot 20 through the groove-25, will hold the valve 19 to its seat, by reason of the greater area of the dash pot. The tube 34, channel 33 and annular channel 30 have previously been filled with oil fuel byjthe oil pump 44, see Fig. 1, making the valve ready for action.

In actual practice the oil pump first receives an impulse causingasmall quantity of oil, to be discharged over the lip 31 onto the .disk of the valve 19 as indicated in Fig 3.

The controlling valve in the tube 27 is now opened by the valve gear of the engine, causing the air in the chamber to escape, and the valve 19 to be forced open by the air in chamber 24. While the valve 19 is open the top of the groove 25 is below the edge of the valve stem guide, and thus the communication between chambers 24 and 23 iscut ofi preventing any Waste of air through the dash pot, channel 26 and tube 27.

Now, if as in Fig. 3, the channels 29 were not present, the oil puddle lying on the disk of valve 19 would be forced past the valve seat into the retort ahead of the air current and there would be but little tendency, to atomize the oil. This I have foundslightly ahead of the oil, and thus the oil is atomized to a fine mist, while crossing thepat-h of these air currents. This fine spray is almost instantaneously vaporized when striking the heated Walls of the retort. This mixture of air and oil vapor iceavev passing through the retort is, of course, too rich to ignlte, but entering the combustion chamber it mixes with the air contained therein, forming an explosive charge which weight of the valve is in such a ratio to the area of the stem that this automatic closing is accomplished at the desired pressure. The valve, controlling the flow of air through tube 27 and channel 26, then closes, and the, air, having again access to the dash pot chamber 23 through the chan-' nel'25, exerts its pressure upon the dash pot, thus holding the Valve closed during the exhaust stroke of the engine, until the proper time for the admission has again arrived.

The lip 31 and bushing 32 form narrow circular slot through which the oil is uniformly distributed around the valve disk, the slot being so narrow that no oil willpass through unless forced by the oil pump. Each charge of oil is preheated; while passing through the channels 33 and 30 and while lying on the valve disk previous to the opening of the valve, by the heat conducted through the metal of the valve ind valve body from the combustion cham- I The'retort 1 is; heated by the flame of a blow torch through the passage 35, previous to starting the engine,but after ignition has taken place in the combustion chaln- 1 her the flame is dispensed with, as then the whole apparatus is kept hot by the heatof combustion.

The walls of the retort 1 are provided with two circumferential corrugations, as I seen in Fig'. 1, to furnish a greater heating surface and to compensate for expansion.

I have also found this form of the retort to impart a, whirling motion to the passing charge, whereby a greater tendency to form I a uniform mixture'is obtained.

The valve gear, which operates the controlling valve connecting to tube 27 also operates the exhaust of the engine as well .as the oil pump and igniting mechanism.

In starting-the engine, the air from the receiver passing through tube 28, valve chamber 24 and by the valve 19. furnishes the starting impulse, and as it carries with it a sufiicient amount of oil vapor, the first charge entering the combustion chamber is of an explosive nature, and is ignited by-the electric spark as, soon as the piston begins to move due to initial pressure of the charge.

The first stroke of each piston therefore is engine, said valve body forming a chamber terminating in a valve port leading to the combustion chamber, a valve seat surrounding said valve port, and a valve engaging said valve seat forv the purpose of closing said valve port, a valve stem attached to said valve, and operatively engaging proper guides incorporated in the valve body, a piston attached to said valve stem, which operatively engages with'a cylinder forming a chamber in said cylinder, there being a communication between this cylinder chamber and the chamber formed by the valve body, whereby a source of fluid under pressure communicating with the valve body chamber may be caused to act simultaneously upon the area of the valve disk and the area of said piston for the purpose'of,

holding the valve disk to its seat against the pressure in the valve chamber and to automatically return said valve disk to its seat after each operation of the valve.

2. In a fuel charging apparatus for'explosive engines, comprising a valve body attached to the combustion chamber of an .engine, said valve body forming a chamber terminating in a valve port leading to the combustion chamber, a valve seat surrounding said valve port, and a-valve engaging said valve seat for the purpose of closing said valve port, a valve stem attached to said valve, and operatively engaging proper guides incorporated in the valve body, a piston attached to said valve stemwhich operatively engages with a cylinder, forming a chamber in said-cylinder,- helical grooves or ducts formed in said valve stem establishing communication between said cylinder chamber and the valve body chamber, there being a communication between said valvebody chamber and a source of .fluid under pressure, said fluid pressure being communicated from the valve body chamber to said cylinder chamber by way of the helical groovesin the valve stem, imparting a rotary motion to the valve during the flow of said fluid through said helical grooves while the valve is being seated by the rising pressure acting upon the piston on said'valve stem.

3. In a fuel charging apparatus for explosive engines, comprising a valve body attached to the combustion chamber of an engine, said valve body forming a chamber terminating in a valve port leading to the combustion chamber, a valve seat surrounding said valve port and a valve engaging said valve seat for the purpose of closing said valve port, a valve stem attached to said valve, and operatively engaging proper guides incorporated in the valve body, a piston attached to said valve stem which operatively engages with a cylinder, forming a chamber in said cylinder, there being a communication between this cylinder chamber and the chamber formed by the valve body whereby a source of fiuid under pressure communicating with the valve body chamber may be caused to act simultaneously upon the'area of the valve disk and the area of said piston, for the purpose of holding the valve disk to its seat against the pressure in the valve chamber to automatically return said valve disk to its seat after each operation of the valve, and means for releasing the pressure in said'cylinder chamber for the purpose of allowing the pressure in said valve chamber to force the valve from its seat for the purpose of charging the combustion chamber of the engine.

4. In a fuel spraying apparatus for explosive engines having a chamber communieating with a source of fluid under pressure, a piston attached to the stem of a valve, said valve having a seat formed upon an opening in the said chamber, a cylinder surrounding the piston, communication between said. chamber and said cylinder for permitting the pressure in the said chamber to act upon the area of the piston to hold the valve to its seat,-said valve to be opened by the pressure in the chamber when the pressure .upon the piston is released, for the purpose specified.

5. In an internal combustion motor having a cylinder, a working piston in said cylinder, and a combustion chamber in communication with the cylinder on the working side of the piston, a fuel spraying and charging apparatus for charging said combustion chamber with an explosive mixture having a valve communicating with said combustion chamber, said valve having a piston attached to its stem, said'pist'on forming a chamber, wherein pressure, may be caused to act upon the piston for holding the valve to its seat, a pressure chamber being closed by said valve against communi cation with the combustion chamber or passage thereto, and means for suppl ing said pressure chamber with the working fluid, and a channel connecting the pressure chamber with the chamber of the valve piston, said valve to be opened by the pressure exerted upon its disk when the pressure upon its piston is released, and closed by the pressure upon its unbalanced area when the pressure in the combustion chamsive engines, consisting of a' valve body attached to the cbmbustion chamber of an engine, an opening leading from the. interior of the valve body to the combustion chamber, and forming a valve seat, a valve for controlling the opening and admitting a mixture of air and hydrocarbon fuel to the combustion chamber, a channel surrounding the valve seat having communication with the interior of the valve body and forming a distributing passage for the fuel wherein each charge of fuel must be preheated by the heat of the combustion chamher previous to being admitted to'the interior of the valve body, means for supplying fuel to said passage, and means for supplying air to the interior of the valve body, said channel terminatingin an annular duct leading into a chamber formed by the valve body.

7. In a' fuel spraying apparatus for explosiveengines having a valve for the admission of air and fuel to the combustion chamber of the engine, and a valve body for retaining said valve and forming a seat therefor, the combination of said valve body with a channel or channels surrounding the valve seat for retaining a charge of the fuel for the purpose of preheating the same previous to being sprayed into the combustion chamber, said channel terminating into an annular duct having a restricted opening leading into a chamber formed by the valve body on the side of the Valve opposite to the combustion chamber,-said duct being in communication with apressure pump so as to permit only the passage of the desired quantity of fuel.

8. In a fuel spraying apparatus for eX plosive engines, having a valve for the admisslon of air and fuel to the engme, and

a valve body for retaining said valve, and

forming a seat therefor, the combination of said, valve body with a channel or channels surrounding the valve seat for retaining a charge of the fuel for the purpose of preheating the same previous to being sprayed into the combustion chamber, said channel having a fuel pressure pump connection, said channel terminating into an annular duct having a restricted opening leading into a chamber formed by the valve body on the side of the valve opposite to the combustion chamber orport of the engine, the

restricted opening of said duct being lo- 'cated at the highest point of said channel so as to prevent the fuel from becoming air bound in said channel, and to permit the delivery of the fuel into the valve chamber evenly around the disk of the valve.

'9. In a spraying or atomizing apparatus naaavev comprising a valve body, a valve seat surrounding a valve port in said valve body,-

a valve for controlling the opening or closing of said valve port, and provided with a valve face to engage said valve seat when said port is being closed, means for guiding said valve when not engaged with its seat and means for accomplishing the opening or closing of said valve, a chamber formed by said valve body and in communication with said valve port, a duct leading to said chamber for supplying the atomizing agent to said chamber and a duct for supplying a liquid to said chamber, an auxiliary port or portshaving one end termi- -nat1ng in the seat of the valve so as to be closed by said valve when the valve is in its seat, the other extremity of sald aux1liary port or ports terminating in the chamber formed by the valve body but beyond the reach of the liquid so as to permit only the passage of the atomizing agent when the valve is disengaged from its seat for the purpose hereinbefore set forth.

10. In a fuel charging apparatus for explosive engines, comprising a valve body attached to the combustion chamber of an engine, said valve body forming a chamber terminating in a valve port leading to the combustion chamber, a valve seat surrounding said valve port, and a valve engaging said valve seat for the purpose of closing said valve port, a valve stem attached to said valve and operatively engaging proper guides incorporated in the valve body, a piston attached to said valve stem which oper-- atively engages with a cylinder, forming a chamber in said cylinder, there being a communication between this cylinder chamber and the chamber formed by the valve body whereby a source of fluid under pressure communicating with the valve body chamber may be caused to act simultaneously upon the area. of the valve disk and the area of said piston, for the purpose of holding the valve disk to its seat against the pressure in the valve chamber; such communication between said valve chamber and saidcylinder chamber to be established by means of grooves or ducts formed in a reciprocating part of the valve; one end of said ducts to terminate in said cylinder valve chamber to force the valve from its seat whereby the first said end of said ducts is caused to slide beyond the adjacent edge of the structure of said cylinder chamber, and interrupting the communication beweave? tween. said cylinder chamber and said valve chamber,

ll. In an internal combustion motor having a Working cylinder, a combustion chamher, a Working piston operatively engaging said cylinder, an admission Valve for admitting a combustible mixture to said combustion chamber, an igniting mechanism for I igniting said combustible mixture in said combustion chamber, an exhaust valve for exhausting the products of combustion. from said Working cylinder, a }main shaft and means for communicating motion from the Working piston to said main shaft, a valve gear for communicating motion "from said main shaft to said valves and igniting mechanism, an air compressor means for supplying air under pressure to said admission valve and a pressure pump for supplying fuel under pressur to said admission valve, said admission valve comprising a valve body, forming a chamber for the reception oi said air under pressure and the fuel under pressure, said chamber having a port leading to the combustion chamber and terminating in a valve seat engaging a valve for holding said valve port closed against the pressure in said valve chamber, means for operating said valve from the valve gear during the operation of the engine, and means for manually operating said- 

